williams



2 Sheets-Sheet 1.

(No Model.)

B F WILLIAMS FLUID PRESSURE MOTOR.

(No Model.) 2 Shets-Sheet 2. E. F. WILLIAMS.

- FLUID PRESSURE MOTOR. No. 544,804. Patented Aug. 20, 1895.

WITNESSES:

' UNITED STATES PATENT OFFICE.

ED'WIN F. WVILLIAMS, OF NElV YORK, N. Y.

FLUID-PRESSURE MOTOR.

SPECIFICATION forming part of Letters Patent No. 544,804, dated August20, 1895. Application filed April 22, 1895. $erial No. 546,687- (Nomodel.)

To all whom it may concern:

Be it known that I, EDWIN WILLIAMS, a citizen of the United States,residing at New York, in the county of New York and State of New York,haveinvented -or discovered a certain new and useful Improvement inFluid- Pressure Motors, of which improvement the following is aspecification.

The object of my invention is to provide an improvement influid-pressure motors; and to this end it consists in'a new and improvedmethod of and means for effecting the distribution of fluid in motorsactuated by fluid under pressure.

While my improvement is specially adapted for employment in connectionwith the operation of valve devices, it may be otherwise employed, as aWhole or in part, asa mechanical movement, especially where it isdesired to produce a compound or aggregate motion of one or more piecesof mechanism, and my invention is not, therefore, limited to thespecific construction, arrangement, or combination shown in thedrawings.

In the accompanying drawings, which illustrate an application of myinvention, Figure 1 is a side elevation showing a form of my improvementas applied to the shaft of a steam-engine and in combination with aflywheel or rotary carrier mounted on the shaft; Fig. 2, a frontelevation of the construction shown in Fig. 1, the rim of the fly-wheelbeing broken away on theline-w a: of Fig. 1, so as to show theconnections between the parts; Fig. 3, a plan View, the rim of thefly-wheel being broken away on the line y y of Fig. 1; Fig. 4, a sideelevation showing my improvement in combination with and adapted tooperate a slide-valve, the parts being shown in the positions which theywill occupy when the engine-crank is ninety degrees in advance of theposition corresponding to the arrangement of parts shown in Fig. 1.

With many forms of valve devices employed for effecting the distributionof fluid in steam and other fluid-pressure motors, the adjustment of thevalve-gear to obtain an early cut-off of the admission of the steam orother fluid involves a correspondingly early closure of the exhaust, ora correspondingly early diminution of the exhaust opening, which isobjectionable. This is particularly true where a single valve isemployed to control both the admission and exhaust of fluid to and fromthe cylinder of the engine,and it is to obviate this difficulty that myimprovement is specially intended.

Various devices have been employed for the purpose of obtaining resultssomewhat similar to those efiected by my improvement such as theemployment of separate steam and exhaust valves, or the employment of amain valve in combination with a cut-off valve, orsome other complicatedand expensive arrangement of valves and valve-gearbut my improvementdiffers from all of these, both in the method of distributing the fluidand in the method of operating the valve mechanism, and also in themeans by which such distribution of the fluid and operation of the valvemechanism are effected.

My improvement is applicable to the simplest forms of. engine and valvemechanism, and is specially adapted to be employed in connection with asingle slide-valve. When employed in connection with a singleslidevalve, its operation is such that the motion communicated to thevalve may effect an early cut-0E of the fluid and a comparatively lateclosure of the exhaustthat is, the operation is such that after thecut-off occurs the movement of the valve is such that the closure of theexhaust instead of corresponding to the real cut-01f is deferred andoccurs at a time corresponding to some later cut-off. The advantages ofsuch a method of operation need not be described, as they will beapparent to any one skilled in the art, and it frequently happens insteam-engine practice that an early cut-off of the steam is desiredwithout a high degree of compression, such as usually accompanies anearly cut-01f and a correspondingly early closure of the exhaust.

' Generally stated, my invention comprises a movable or shiftingeccentric or crank, or its equivalent, which is mouii'ted'omashaft or ona rotary carrier in proper relatiC." to

the shaft. and is adapted to be operatively connected toa valvemechanism, a stationary eccentric, crank, or equivalent, Withconnections from the stationary eccentric to the shifting eccentric,whereby the eccentricity or angularity, or both the eccentricity and,angularity, of. the shifting eccentric may be varied,and the combinationof the stationary and shifting eccentrics and their connections with avalve device for controlling the distribution of motive fluid.

In Fig. 1 of the drawings the parts are in the positions which they willoccupy when the engine piston is at one end of its stroke and the enginecrank-pin on a dead point. The center line of the engine-crank will thencoincide withthe line ab of Fig. 1.

The movable eccentric 1 is provided with an arm 2, which is rigidlysecured to the eccentric and'pivoted at its outer end to the flywheel orrotary carrier 3 by means of a stud or pin 4. A slot or opening 5 in theeccentric permits it to be swung on the pivot 4, so that the position ofthe center of the eccentric relative to the crank and to the center ofthe shaftmay be varied. The eccentric 1 is connected by means of a link6 with one end of a rocker-arm 7, the link 6 being-pivotally connectedat one end to a stud or pin 8, which projects from one side of theeccentric, and at its other end to a pin 9, which projects from therocker-arm 7. A pin or short rockshaft 10 passes through and is fittedto rotate in a bearing formed in one of the arms of the Wheel 3. To oneend of the pin 10 the rockerarm 7is rigidly secured, and a similarrockerarm 11 is rigidly secured to the other end of the pin 10, so thatthe arms 7 and 11 and the pin 10 form. a lever or bell-crank which isadapted to be partially rotated on the axis of the pin or rock-shaft 10.The other end of the arm 11 is pivotally connected by means of a pin 12with the strap 13 of a stationary eccentric 14, which is secured toastationary part of the engine or its frame by means of bo1ts15.

As shown in Fig. 4, the eccentric 1 is provided with a strap 16 and witha rod 17, which is adapted to be connected with the stem 18 of aslide-valve 19, either directly or by means of a rock-shaft providedwith arms, or by any ordinary means usually employed for that purpose.

The link 6 is screw-threaded and adjustably secured at its ends, so thatthe distance between the centers of the pins 8 and 9 may be varied, andthe bearing of the arm 7 on the pin or rock-shaftlO is split andprovided with lugs 21 and 22, so that the arm 7 may be clamped to thepin 10 by means of the bolt 23 in any desired position. 1

The strap 13 is adapted to rotate or slide around on the stationaryeccentric 14, and as the fly-wheel is rotated the strap 13 is movedaround in the same direction by means of its connec with the fiy-wheel.

a The center of the stationary eccentric 14, as shown in the drawings,is to the left of the center of the en gine-shaft and in line with thecenter line of the engine-crank when the crank is on a dead-center or atone end of its. stroke, as indicated by the line a b in Fig. 1.,

When the parts are in the positions shown in Fig. 1 of the drawings, thecenter of the movable or shifting eccentricl is at its maximum distancefrom the center of the shaft 20, and the central lines of the link 6 andarm 7 lie on the line connecting the centers of the pins 8 and 10. Asthe fly-wheel is rotated in the direction indicated by the arrow 0, thestrap 13 is rotated on the stationary eccentric 14, and the eccentricityof the eccentric 14: causes the pin 12 to move outward and away from thecenter of the shaft 20, and the effect of this movement of the pin 12 isto par tially rotate the arms 1l and 7 and to throw the pin 9 to theleft of the line joining the centers of the pins 8 and 10. The pin 8 isthus drawn toward the pin 10, and the eccentric 1 is swung on the pivot4, so as to change the eccentricity and angular position of theeccentric 1 relative to the center of the shaft and to the engine-crank.During the time that the crank is making about a quarter of a revolutionfrom the position indicated by the line a b in Fig. 1 the eccentric 1will be shifted so as to decrease its eccentricitythat is, in directionto effect an earlier cut-off than would occur if the position of theshifting eccentric relative to the crank and shaft remained the same asin Fig. 1. This operation will be understood by reference to Fig. 4, inwhich the parts are in the positions they will occupy when the crank isat half-stroke, and the pin 12 has nearly, but not quite, reached theposition in which its distance from the center of the shaft is amaximum. During movement of the crank through the second half of itsstroke, or during the movement of the center of the pin 12 from its po-'sition on a line passing through the center of the shaft and the centerof the stationary eccentric, the pin 9 will be moved back toward thelinejoining the centers of the pins 8 and 10, andthe distance between thecenters of the pins 8 and 10 will be increased, and the eccentricity ofthe shifting eccentric 1 also increased until the center of the pin 9 isagain in line with the centers of the pins 8 and 10, when theeccentricity of the shifting eccentric will be a maximum-that is, theshifting eccentric will be in the same position relative to the crankand to the center of the shaft as that shown in Fig. 1. This adjustmentof the parts will occur when the crank has reached the end of itsstroke. During the first half of the return stroke the eccentric 1 willagain be shifted to decrease its eccentricity and in direction toeffectan earlier cut-off, but the pin 9 will be moved to the right of the linejoining the centers of the pins 8 and 10 until the crank has made aboutonehalf of its return stroke, and during the sec- 0nd half of the returnstroke the pin 9 will be moved back to the position it occupies in Fig.1, and the eccentricity of the eccentric 1 will be increasing duringthat movement.

In Fig. 4 my improvement is shown in con-' nection with an ordinaryD-slide valve. The

parts are in the positions which they will oc cupy when the crank is athalf-stroke, the

fly-wheel 3 rotates in the direction indicated by the arrow 0, and theslide-valve moves in the direction indicated by the arrow (1. Admissionof steam to the port 24: has been cut off, the cut-0E having occurredbefore the crank has reached half-stroke, but the exhaust of steamthrough the passage 25 will not be cut off at a correspondingly earlyportion of the stroke for the reason that during the latter-half of thestroke of the crank the eccentricity of the eccentric 1 is continuallyincreasing, and before the exhaust-portis closed the eccentric is in aposition relative to the crank and shaft which corresponds to acomparatively late closure of the exhaust.

It will be seen that by means of my invention a new and improveddistribution of the steam is efiected, and with the simplest form ofvalve device. The relation between the point of cut-off and the closingof the exhaust is such that all of the benefits of an early cut-oif areobtained together with the advantage of a'correspondingly late closureofthe exhaust.

Iclaim as my invention and desire to secure by Letters Patentv 1. Thecombination of a shifting eccentric, a stationary eccentric, anintermediate mechanism between the eccentrics, whereby the position ofthe shifting eccentric is controlled by the stationary eccentric,substantially as set forth.

2. The combination of a rotary shifting eccentric, a stationaryeccentric, a strap on the stationary eccentric, and connections from thestrap to the shifting eccentric, whereby the position of the shiftingeccentric is controlled by the stationary eccentric, substantially asset forth.

3. The combination of a rotary carrier, a shifting eccentric carriedthereby, a stationary eccentric, and connections from the stationaryeccentric to the shifting eccentric, substantially as set forth.

4. The combination, with a rotary carrier, of a shifting eccentricmounted thereon, a stationary eccentric, and means for connecting theeccentrics which is mounted on and carried by the rotary carrier,substantially as set forth.

5. The combinatiomwith a rotary carrier, of a shifting eccentric, astationary eccentric, a lever, or bell crank, mounted on the rotarycarrier and connected to the strap of the stationary eccentric and alink connecting the lever, or bell crank, with the shifting eccentric,substantially as set forth.

6. The combination, with a rotary carrier, of a shifting eccentric, atoggle connection between the carrier and the shifting eccentric andmeans for shifting the toggle connection and thereby changing theadjustment of the shifting eccentric, substantially as set forth.

In testimony whereof I have hereunto set my hand.

EDWIN F. WILLIAMS.

Witnesses:

CLIFFORD W. PERKINS, LAURA L. SMITH.

